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J. P. WOODBURY. LOOOMOTIVE TRUCK AND ENGINE.

No. 64,821. Patented May14, 18 67.

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3'Sheets-Sheet 24 J. P. WOODBURY. LOGO MOTIVE TRUCK AND ENGINE.

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J. P. W'OODBURY. LOGOMQTIVE TRUCK AND ENGINE.

No. 64,821. Patented May .14, 1867.

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JOSEPH P. WOODBU.RY, OF BOSTON, MASSACHUSETTS. Letters Patent No.64,821, dated May 14,1867.

. IMPROVED LOGOMOTIVB Timex AND ENGINE.

TO ALL WHOM 1r MAY'CONCERN:

Be it known-that I, JOSEPH P. WOODBURY, of Boston, in thecoun'ty ofSufl'olk, and State of Massachusetts,

have invented certain new and useful improvements in Locomotive Engines;and Tile hereby declare that the following is a full and exactdescription thereof, reference being bad to the accompanying drawingsand to the letters of reference marked thereon. I v

The nature ofmy invention consists, first, in so constructing alocomotive engine that each of its trucks shall be free to swivelandvibrate, (so as to adjust themselves perfectly to the curves andirregularities of the track,) independently of the main carriage, alsoof each other; sccond,in' having a separate pair of vertical cylinders,and their working gear being attached directly to the truck andswivelli'ng with the truck of main carriage and boiler; 'third, thesteamfor each pairof cylinders-being supplied from onehojrizontal boilerhaving a steam dome near'each end of the same, and being conducted by apipe that moves with the cylinders by means of a stufling-box; fourth,the exhaust pipes keeping a relative position equally with the boiler bymeans of the stui'ling-box. D

The principal features in which myimproved locomotive engine differsfrom others may be set forth as follows: I v

First. Each wheel upon which the engine rests is a driver, therefore thewhole weight of the engineis availablefor giving tractive power. Abouthalf of the weight of the engines as ordinarily constructed is su portedby the wheels of a dummy truck, and consequently not available fortractive power.

Second. The driving-wheels are not rigidly attached to the frame of thelocomotive, nor to-thc boiler, nor tg each other, but are so constructedand attached that they are free to adjust themselves to all theirregularities of the track. v

Third. By supporting my locomotive upon trucks of my improvedconstruction, I can make the supporting frame very long, so as toadmitof a boiler of large capacity; also to carry upon it fuel-boxes.

Fourth. It is well known theta large engine will not run with safctyonacurve of less radius than six hundred feet, while an engine constructedafter my plan. can run as safely and almost as easily on curves of ashort radius as upon a straight track. Iddeed a large engine constructedupon my improved plan will traverse a curve of one hundred fcet' radius,while the smaller kinds .will run on a curve of fifty feet radius. Thispeculiarity renders my engine very valuable for'railrbads of mountainousregions.

p v To enable others'skilled in the art to make anduse my invention, Iwill proceed to describe its construction and use. In the drawings,

On sheet No. 1,, v

Figure 1 represents a side elevation ot my improved locomotive engine.

Figure 2 represents a plan of the same, apart of the top of theoabremoved so as to show the fuel-boxes E E.

Figure 3 is an enlarged view of the coupling attached to the upper endof the front reverse-handle, indicated by U, figs. 1 and 2.

On sheet N o 2 t Figure 4 represents the front elevation of the engine.

Figure 5 is a cross vertical section of the engine.

Figure 6 is a plan of outset the trucks.

Figure 7 is aplan showing the method of attaching the truck to the frameof the locomotive.

. On sheet No. 3,

Figure 8 is ,a longitudinal vertical section through the front truck andthe front part of The boiler, steam dome, supply and exhaust pipes.

Figure 9 is an enlarged section shorting the method of connecting thesupply and exhaust pipes with the steam dome.

Figure 10 is a plan showing thepart of the truck and locomotive-frame asitwould be modified" for outside connections I Description. I

As the boiler, its furnace, steam domes, and Smokestack, are made afterthe ordinary manner, no details of description need be given. The rearend of the boiler is rigidly attached to the frame A,'figs. 1, 2, 3, 4,and 5, by means of suitable bolts and stays not shown in the drawings;the front end of the boiler is also rigidly i attached to .the frame bymeans of the casting y, figs. 1, 1, and 5 and the intermediate frames 0cc 0. figs. 5 and 7, or in any substantial, workmanlike manner that willadmit of the application of my improvements. The general construction ofthe frame A is indicated in the drawings, figs. 1, 2, 4, 5, and 7. Thisframe should be carcfullyand strongly made, as it has to support theboiler, the cab, fuel-box, and water-tank. The truckframe KK isconstructed in form as represented in figs. 6, 7, and 8.Thcjournal-boxes gg, fig. 8, have springs,

h h, and are connected to thejonrnal-box s, fig. 8, of the crank-shaft tby means of the radial armsff- These radial arms are rigidly attached tothe boxes g, but have a swing-joint attachment to the box 8, so that thejournal-boxes will oscillate considerably without disturbing thecrank-axle t. The truck-frame K K is attached to the frame G G, whichsnpports'the engine-framc X X, by means of the bolts u u u u, fig. 5,and the short compound cylinders II I I, fig. 4. These short cylindersare so constructed that-the lower part slides into the upper part, andrests upon an elastic cushion, cZ, fig. 5. The frame G, figs. 4, 5, andT, has combined with it a circular groove in which radial rolls aa a a,fig. 7, are hung. These radial rolls traverse upon the under surface ofa circular platform which is combined with and forms a part of thelocomotive-frame c c c c, A A,

figs. 5 and 7. The frame G swings upon a substantial centre-pin, 1',fig. 5, which is attached to the locomotiveframe. The journal-box a andhousing, fig. 5, are suspended to the frame Gby the suspension-rods c e.As

there is nothing peculiar about the eccentrics, valves, valve-stems,pistons, or cylinders, particular descriptioi is not essential. The linkmotion, S, fig. 1, for regulatingthe cut-off, is made in the usualmanner, and is operated or adjusted by the reverse-handles NN, also madein the usual manner, excepting the front reverse-handle,

which has a coupling, U, and a long rod, Z, acting as a handle, so thatthe engineer standing in the cab may operate the front reverse-handle.The construction of the coupling U, fig. 1, may be understood byinspection of the drawing, fig. 3, in which a b 0 form together auniversal joint. d is a crank-disk attached to c. To

this crank-disk is connected the rod 20, by means of the pin g, so thatwhen the disk is made to revolve the catch-bolt u, figs. 1 and 3, ismade to move up and down, that is into or out of the notches in thegear-plate 9;,

fig. 1.

Steam dome and connecting pipes: Fig. 9 is an enlarged sectional viewshowing my method ofconnecting the supply and exhaust pipes to the steamdome of the boiler. As my engines swivel independently of the boiler,the supply and exhaust pipes and all of their connections are made in apeculiar manner, and require particular description. I), figs. 8 and 9,Sheet No. 3, steam dome to which is attached a hollow nut, D D, iig. 9.Within this hollow nut two rings nnnn screw in such a manner as to heldbetween them the ring 0 into which the supply pipe F screws. The supplypipe F, with its ring 0, is free to revolve-and is made steamtight bypacking between the packing-nut m m and ring it n. 12 figs. 8, 9, and 2,is a plate, connecting the two'partsX X, figs. 1 and 2, together, andstaying'thc whole upper part of the engine-frame, so that the pipeleading from the cylinders to pipe F shall in.nowise be strained. Theupper end of the pipe F, fig. 9, is attached to the cap 1?, into andfromwhich the exhaust flows, by means of rings iit'i'and the packing-boxII. The i J, figs. 1, 8, and 9, together with the pipes J J, conductsthe steam from the steam demo to the working cylinllOIS. T, figs. 1,2,nnd 8, is a throttle in the pipe J. The pipe Y, figs. 1, 8, and 9,together with the pipes Y Y figs. 1 and 2, forms the clihanst pipesleading from the cylinders into the upper part of the pipe F, andthrough P and H into the smoke-stack. The exhaust pipe H can be takeninto the smoke-stack much lower down than it is represented in thedrawings, if desirable, in order to get a better blast.

1 construct my water-tank in the frame of the locomotive between the twotrucks immediately under the boiler, shown by W, figs. 1 and 2. Thesides of the tank may be carried up, upon either side of the boiler, ifdesirable, in order to get more water space. The object of thus placingthe water-tank is to take advantage of the open space which theconstruction of my engine leaves between the trucks. It is also, as willbe readily understood by all engineers, the best possible place for awater-tank as it tends to lower the centre of gravity of the engine as awhole, and also, by its weight, gives additional tructive power. Thereverse-handle, with its connecting-lever, is attached to a metallicplate, V, figs. 1 and 2. This plate V is rigidly attached to the frameof the engine so as to revolve with it, and thus keeps the reverse-gearin its proper relative position with the engine. The fuel-boxes E'E,figs. 1 and'i', may be constructed substantially as shown in thedrawings. P, fig. l, is an air-receiver or shield, opened at the frontpart so as to collect air and pass it through the ash-bot: to the lire.In case it is desirable to have a very long boiler, the trucks may .beset further apart, which will admit of the ash-pun and fire-box beinglowered down so as to, come just in front of the rear truck.

Having thus described my invention, I will now proceed to set forth myclaims. What I claim as my invention, and desire to secure by LettersPatent of the United States, is-- 1. A locomotive engine constructedwith horizontal boiler, resting entirely on trucks which have freelateral oscillation independently of the boiler, these trucks beingprovided with vertical frames, as shown and described for purpose setforth.

2. The vertically acting cylinders, in combination with a frame whichoscillates rotatively with the truck independently of the boiler.

The combination and arrangement of the supply pipes F, the pipe F,exhaust pipe 1, cap I, and pipes H. 4. The combination of the circularseries of radial rollersa, with the concentric rings, as shown in fig.5, holding the axes of the same, and the horizontal boiler, and thetruck. I

The combination of the operating-rod 7., toggle-'oint U, andreverse-handle N, as shown 11) hgs. 1 and 3. 6. The combination andarrangement of the arms ff, the journahhoxe 9g of th driving-'hcfil q il I n a journal-box S, as shown in fig. 8.

7. The rod Z, with swivel connections, in combination with the throttleT of the forward engine. 8. The swivel-plate or yoke pp, in combinationwith the engine-frame and steam dome. 9. The combination as well as thearrangement of the pipe F, and its adjuncts with the steam dome D, asshown in fig.-9. I i

All of which are substantially as described and for the purpose setforth.

JOSEPH I. WOODBURY.

Witnesses:

WILLIAM EDSON,

A. HUN BERRY.

